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structed flow if a maneuvering taxi lane and dual taxiway parallels are provided. The linear concept does not require long concourses, fingers, satellites, or service buildings, but it does not lend itself to common facilities such as waiting rooms, concessions, ticket counters, or hold rooms. These facilities are usually repeated with each linear extension. At large airports, the concept can also require an extensive system of directional signs since enplaning passengers must not only be directed to the correct airline area but also to the correct passenger processing module within that area. Another problem with the concept is that on a return flight to the airport, a passenger may find that his deplaning module is located a long distance from where he parked his car at his enplaning module. These factors must be taken into account in comparing the operating and construction costs of the linear terminal with other concepts. The configura- tion of the space occupied by the linear concept must also be compared with the space and configurations of other concepts in determining their compatibility with particular airport situations. c. Finger Terminals. The finger or pier con- cept evolved in the 1950's when gate concourses were added to simple central terminal buildings. Since then, very sophisticated forms of the concept have been developed with the addition of hold rooms at gates, jetways and aircraft loading bridges, and verti- cal separation of the ticketing check -in function from the baggage claim function. However, the basic con- cept has not changed in that the main central terminal building is used to process passengers and baggage while the finger or pier provides a means of enclosed access from the central terminal to aircraft gate. Aircraft are parked at gates along the pier as opposed to the satellite concept where they are parked in a cluster at the end of a concourse. Walking distances through finger terminals are long, averaging 400 feet or more. Curb space must be carefully planned since it depends on the length of the central terminal and is not related to the total number of gates afforded by fingers. This is par- ticularly true of deplaning curbs near centralized bag- gage claim facilities. Although the finger concept has afforded one of the most economical means of adding gate positions to existing terminals, its use for expansion should be limited, Existing fingers should not be extended at the expense of taxiway maneuverability nor should new fingers be added without providing adequate space for passenger processing in the main terminal. 54 Most successful additions are effected by extending the main terminal and then increasing the number of fingers. Adequate space must be provided between fingers for the maneuvering of aircraft. Dual taxi capability between fingers is desirable and aircraft growth should be taken into account in planning separation. Since most aircraft maneuvering takes place between piers, outside taxiways are free of push -out operations. d. Satellite Terminals. The primary feature of the satellite concept is the provision of a single central terminal (with all ticketing, baggage handling, and ancillary services) which is connected by con- courses to one or more satellite structures. It is some- times called the rotunda concept. The features of the satellite concept are very similar to those of the finger concept except that aircraft gates are located at the end of a long concourse rather than being spaced at even intervals along the concourse. Satellite gates are usually served by a common hold room rather than individual hold rooms. Another feature is that the concourse can be located underground thereby pro- viding space for aircraft taxi operations between the main terminal and the satellite. The distance from the main terminal to a satellite is usually well above the average distance to gates found with the finger concept. Therefore, people - mover systems are being provided between terminal and satellite at many installations to reduce walking distances. There is no direct relationship between the num- ber of gates and curb space so that special care should be taken in planning enplaning and deplaning ramps for the central terminal to prevent curb overloads. One of the advantages of the satellite concept is that it lends itself to a compact central terminal with com- mon areas for processing passengers. In some in- stances, where terminal area space is limited, structural parking is provided above the central terminal building. Aircraft maneuvering areas are required around satellites so that push -out tug operations do not cause aircraft to block active taxiways. Wedge shaped air- craft parking positions around the satellite also tend to crowd the operation of aircraft servicing equipment. Terminals developed under the satellite concept are difficult to expand without reducing ramp frontage or disrupting airport operations. Therefore, increases in terminal capacity are usually effected by the addi- tion of terminal units rather than expansion of an existing unit,